garrison



`(No Model.)

W. F. GARRISON.

STEAM AGTUATED VALVE.

No. 265,226. Patented Sept. 26, 1882.

fili: LJL.;

@siren drames Peteur reise..

VILLIAM F. GARRISON,u OF BROOKLYN, NEV YORK, ASSIGNOR TO GUILD &GARRISON, OF SAME PLACE.

VSTEAI'l/i-ACTUATED VALVE.

SPECIFICATION forming part of Letters Patent No. 265,226, datedSeptember 26, 1882,

Application filed April 21. 1882.

.To all whom t may concern:

Be it known that I, WILLIAM F. GARRIsoN, ofthe city of Brooklyn, in thecounty ot' Kings and State of New York, have invented certain new anduseful improvements in Steam-Actuated Valves, oi' which the following isa specication.

My invention relates to direct-acting engines which are frequently usedto operate pumps, and in which the main slide-valve is operated by anauxiliary piston working within an auxiliary cylinder to which steam isadmitted by an auxiliary valve opera-ted from the moving piston-rod ofthe engine.

An important object ot my invention is to prevent the main valve frombeing thrown suddenly from wide open in one direction to wide open inthe other direction, but to move the valve as quickly as desirablethroughout the rst halt' ot' the stroke to eut oft the steam from theend of the main cylinder, in which ithasjust done its work, and thenmove itslowly throughout the remainder ofthe stroke to admit steam tothe opposite end ot' the main cylinder.

To this end the invention consists in the combination, with theauxiliary piston and an auxiliary cylinder having separate induction andeduction ports at opposite. ends, ot' means for throttling or partiallyclosing the eductionports, so as to control the movement of theVauxiliary piston, so that it may move as rapidly as desirable during therst part of its stroke and may complete its movement very gradually andcome to rest without shock or jar. This throttling of the eduction-portsmay bc accomplished by having a single eduction-port at each end of thecylinder provided with a controlling cock or valve, or by providing anadditional or branch eduction-port at each end, and which is fartherfrom the end ot' the cylinder than the principal eduction-port, so thatit will he closed by the auxiliary piston by the time the latter reachesthe center of its movement; and both the main eduction-ports ot' theauxiliary cylinder and the additional eductionports may he throttled bysimilar controlling cocks or valves, as hereinafter fully described.

The invention also consists in the combination, in a direct-actingengine, with a mainvalve chest containing a main valve and an auxiliarycylinder, and provided with an aux- (No modcl.)

l iliary-valve seat containing separate induction and eduction portsleading to each end ot' said cylinder, and a single exhaust-port, ofanauxiliary valve operated from the piston-rod of the engine andcontrolling the admission of steam to and its exhausti'roisn the saidauxiliary cylinder, as hereinafter more fully described. v

In the accom panyingdrawings, Figurel representsahorizontal section ot'asteam-chest and auxiliary cylinder of an engine embodying my invention.Fig. 2 represents a vertical section thereof with the valve in itscentral position. Fig. 3 represents a section similar to Fig. 2, showingthe valve wide open in one direction; and Fig. 4 represents a detailsectional view of a portion ofthe chest, showing a cock or valve forthrottling the exhaust.

Similar letters of reference designate corresponding parts in all thefigures.

A designates the main steam-chest of the engine, and A designates themainvalve seat on which the main slidevalve B works. In the valve-seat Aare two main inductionports, a, leading to the opposite ends of the maincylinder, and a main eduction-port, b,

is provided with two coves or cavities, which place the induction-portsa alternately in communication with the steam-space in the chcst andwith the eduction-port b.

G designates the auxiliary cylinder, a part or which is formed in eachend of the chest A; and D designates the auxiliary piston, which iscomposed of two heads connected by a rod, D', on which are two collars,c, which receive between them a projection, B', on the back of the mainvalve B, and which impart the movements ofthe said piston to said valve.

In the chest A is formed an auxiliary-valve seat, A2, upon which worksan auxiliary valve, E, which may be operated in the usual way by arock-shaft, F, to which motion is transmitted from the moving piston-rodofthe engine.

In the valve-seat A2 are live ports, d, d, e, c, and j. (Shown clearlyin Fig. l and in dotted lines in Figs. 2 and 3.) vThe outermost or endports, d d, lead to the auxiliary cylinder C, near opposite endsthereof, and constitute induction-ports to admit steam to the saidauxiliary cylinder. rlhe ports e e lead to the auxleading to theatmosphere; and the valve B;

IOO

iliary cylinder, near each end thereof, but farl ther from the ends thanthe ports dl d, and

constitute principal eduction-ports through which steam is exhaustedfrom said cylinder;

and the single portfis a common eductionport leading to theeduction-port bot'the main cylinder.

In the chest A are branch eduetion-ports g, which are clearly shown inFig. 1, and which form communication between the principal ednotion-ports cand the auxiliary cylinder (l, at a greater distance fromthe ends thereof than the points at which the portsc themselves entersaidcylinder. Theeduction-portseareprovided with cocks or valves G,bywhich the passage of steam through them may be regulated; and the brancheduction-ports f/ are provided with similar cocks or valves, G, for alike purpose. .These cocks or valves may be ot' any suitableconstruction but as here represented they consist simply of cock-plugswhich are fitted lo bushings or ,sleeves lL, which are driven into thechest A, and which form seats therelor. The said cocks or valves areprovided with stems t', which project through stuffingboxesj to theexterior of the chest A, and they may be turned by a wrench or keyapplied to the stems to more or less throttle or contract the ports e g,and thus control or regulate the passage of steam through them.

In Figs. l and 2 the main valve B and the auxiliary piston D are shownin their central position, and in Fig. 3 they are shown in the positionthey will occupy when moved fully to the lett, and in which positionthey remain stationary, thus leaving the left-hand main induction-port aopen to the steam to admit steam to the left-hand en d of the in aincylinder. The engine-piston has at this time completed its i'ullmovement toward the right and hasmoved the auxiliary valve E far enoughto the right to uncover the left-hand induction-port r1. It will beobserved that when the auxiliary piston I) is in this position it leavesboth the right-hand ports c and g uncovered in the cylinder U. The steamnow enters the cylinder C through the induction-port el and forces theauxiliary piston D toward the right, and the main valve B, by itsconnection therewith,-is also moved in the same direction. This movementis very rapid until the piston and valve approach their centralposition, because the eduction-ports e g on thc right-hand end of thepiston D are uncovered, and the main valve B will therefore be movedvery quickly toward the right to cut oft' steam from the left-hand maineduction-port a; but as soon as the piston covers the lett-hand branchport g, in which position it is shown in Figs. l and 2, the exhaust isthrottled by only having the one port c for the steam to escape, andremaining portion of the movement toward the right is much slower,thereby uncovering the right-hand main induction-port much more slowlythan it would otherwise be uncovered. B y turning the valve G- theescape of steam may be retarded as much as desirable, and consequentlyit will be seen that by regulating said valve the steam may be exhaustedas fast or as slow as is desirable, and the last halt' or portion ot'the movementot' the auxiliary piston and main valve may be made as i'astor slow as is desired. The covering of the branch eductionport g by theauxiliary piston constitutes one means whereby the throttling of theexhaust may be accomplished, and the adjustment ot' thecontrolling-valves Gr G constitutes a further means whereby the sameresult may be obtained. After the auxiliary piston and main valvecomplete their movement toward the right they remain stationary untilthe enginepiston and auxiliary valve E complete or nearly complete theirmovement toward the left, when steam will be admitted on the righthandside otl the auxiliary piston, and the said piston and main valve willbe moved toward the left, tirst quickly and then more slowly, aspreviously described.

In some cases the branch ports g and their valves G may be dispensedwith and the gradual throttling ot' the exhaust he effected bythe valvesG in the ports c, and in such case the said ports c should be soarranged that the pistons may pass and close them,and so complete thethrottling of the exhaust. The valves G- G might be entirely dispensedwith and the passages c g only be employed; but in the latter case nomeans of varying the degree ot' throttlin g the exhaust would beafforded.

By giving' the main valve a proper lap the steam may be cut oitl fromthe main cylinder at any point within certain limits-say anywhere beyondthree-quarter stroke ot the main piston.

Vhat I claim as myinvention, and desire to secure by Letters Patent, is-

l. In a direct-acting engine, the combination, with au auxiliary pistonand an auxiliary cylinder having separate induction and eduction portsat opposite ends, ot' means, substantially as described, for throttlingor partly closing the eduction-'ports, so that the auxiliary piston will'ne moved as rapidly as desirable during the Iirst part ot' its movementand more slowly during the remaining portion ot' its movement,substantially as and for the purpose specified.

2. In a direct-acting engine, the combination, with an auxiliary piston,of an auxiliary cylinder provided atopposite ends with separateinduction and principal eduction ports, and also provided with brancheduction-ports, leading from said principal eduction-ports,andterminating at a greater distance from the ends ofthe cylinder than saidprincipal ports, substantially as and for the purpose specified.

3. Ina direct-acting engine, the combination, with an auxiliary pistonandan auxiliary cylinder provided with separate induction and eductionports at cach end, of cocks or valves for throttling or contracting saideductionports, substantially as and for the purpose specified.

4. The combination of the main valve Il, the

IOO

IOS

auxiliary cylinder C, provided with the indueiuder C, the main valve B,and the auxiliary lion-ports d, the principal eduction-ports e, andValve E, all substantially asaud for the purro the branch eduction-portsg, the controllingpose specified.

valves Gr G', and the auxiliary piston D, all y 5 substantially as andfor the purpose specified. W F' GARRISON 5. The combination of. thevalve-chest A, Witnesses: containing' the auxiliary-valve seat A2, pro-FREDK. HAYNES, vided with ports d d e e j', the auxiliary cyl- ED MORAN.

